Railroad-cab



M. S. FROST.

Car Brake.

No. 15,038. Patented June 3, 1856.

AM. PHOTB-LITKO. CO. RY. (GSBURNE'S PROCESS.)

UNITED STATES T OFFC.

MAHLON S. FROST, OF DETROIT, MICHIGAN.

RAILROAD-GAR BRAKE.

To all whom it may concern Be it known that I, MAHLON S. Fnosr, of thecity of Detroit, county of WVayne, State of Michigan, have invented anew and useful Improvement in Self-Acting Cont-inuous or Through Brakesfor Railway-Cars; and I do hereby declare that the following is a full,clear, and exact description of the construction and operation of thesame, reference being had to the annexed drawings, making part of thisspecification, in which Figure 1 is a longitudinal elevation and Fig. 2a ground plan as shown in-a tender and passenger car. i

The nature of my invention consists in an arrangement of transverseslide blocks on the end of the tender platform, operated by the engineerso as to engage as desired, a system of bumper rods simultaneously witha system of traction rods throughout a train, whereby the brake may beapplied both by the crowding together of the cars, or by any tendency ofsame to separate; the engagement from car to car being effected bysimilar transverse sliding blocks at each end of the cars, operated bylever connection with the said bumper and traction rods; the said rodsbeing used together or separately as desired.

The levers A A stand on the forward part of the tender to the right andleft of it. The right lever connecting with the rod B is used in allordinary application of the brakes. The left lever connecting with therod B is used only for extraordinary emergencies or when the speed ofthe train is required to be diminished suddenly, and when the train isbacking. The other lever when the train is going ahead. Its operation isas follows. The levers A and A on being thrown backward move the elbowsC and C by means of the rods B and B. These el bows again connecting byrods with the sliding blocks D and D move these sliding blocks oppositeto the ends of the rods E and E. These rods E and E connecting with thecross-bars F and F move the rods E and E on the other end of the car.The rods E and E are attached by toggle joints to the levers L L whichapply the brakes in the ordinary mode, but the balance beams 0 0 0 0 0 0are joined together, or drawn toward each other by the rods H H H H H H.The ends of these rods H pass through the balance-beams 0 and throughthe elliptical springs K K K K K K which regulate the pressure or powerapplied against the wheels. This is done by these springs being made soas to yield under a given power on the rods H. The sliding rods E and Ealso connect by toggle joints 3' and j with the lever M and M. Theselevers M and M are bent around the common center P P and by means of thelevers M and M connect with the sliding block N and N.

The operation of this invention is as follows. When the levers A and Aare vertical the sliding blocks D and D remaining in the position asshown in the draft, are not brought in contact with the rods E and E butallow these rods to pass forward and backward under the tender as thecars approach or recede from it and no action whatever is produced uponthe brakes.

The engine driver on starting or leaving the station at the commencementof his trip, throws back the lever A and allows it to remain in thatposition during the remainder of the trip. This position of the lever Aplaces the sliding blocks D opposite the end of the sliding rod E sothat whenever the engine driver shuts off his steam the speed of theengine being reduced, the momentum of the cars brings them together, andthe rod E coming in contact with the sliding block D, is moved backcarrying with it the lever L and applies the brakes to the wheels, andby means of the levers M and M shifts the sliding block N, on theforward part of the car, opposite to the rod E in the tender, and theblock N, on the back end of the car, opposite the rod E in the followingcar, and so on throughout the train, the spiral spring 7' bringing therod E back to its place as soon as the power is off. This ap pliancc ofthe brakes is all that is required to reduce the speed on all ordinaryoccasions, where the train stops at regular stations, or has room toreduce its speed gradually. The position of the block D once made servesthroughout the remainder of the trip, without further care or attentionon the part of the engine driver. Should however an obstacle presentitself upon the road, or any other emergency arise requiring the suddenand prompt action of the brakes that should reduce the speed of thetrain as rapidly as possible, the engine driver throws back the lever A.This moves the sliding block D sufliciently to permit the hooked end ofthe rod E to catch on the forward end of the said block.

The momentum of the cars bringing the I point u is nearest to the rodsothat the end of the rod E against the sliding block D, the brakes areapplied as before stated. The momentum of the cars being overcome by theaction of the brakes sooner than that of the locomotive, they separateand the brakes would be relieved until the locomotive and cars couldagain be brought together, but the hooked end of the rod E by catchingon the forward end of the block D holds the brakes to their work. Theother end of the rod E attaching through an intermediate cross-bar Fwith the cross-bar F which connects with the brakes as before described.The cross-bar 1*" lies below the cross-bar F turning upon the samecenter G. The cross-bar F is provided with a pin R against which thecross-bar F strikes carrying with it the cross-bar 1* which operates thebrakes. Also by means of the levers M and M the sliding blocks N ismoved in position for the hooked end of the rod E on the following carto catch, and so on throughout the train, all the cars being provided inthe same manner. Thus the steady application of the brakes ismaintained, whether the cars are closing or separating and the speedpromptly reduced.

In case the cars have not space enough between them to admit of theworking of the rods E and E to a suflicient distance to apply the brakesefiiciently, I provide an intermediate leveras shown by the blue dottedline in the tender-T. This lever T is attached at one end to the rod Eand at the other end to the lever L and turns upon the point u which isnearest to the rod E so that when the rod E is pushed back and with itthe first end of the lever T the other end of the same moves the lever Lforward to a greater distancein proportion as the sliding rods E are notrequired to move so far as in the other arrangement in order to operatethe brakes. This arrangement would place the lever L at the other end ofthe trucks because it is moved in the opposite direction from what it isin the other mode of attachment. It is shown only in the tender of thedraft and model but would operate in the same manner throughout thetrain.

I do not lay down any particular manner of putting on the slidingblocks, nor any definite distance between the rods E and E nor designatethe strength of the machinery. These will be arranged as theconstruction and size of the cars upon which they are placed may make itmost convenient or necessary, and can be judged of by any good mechanic.The brakes may also be worked in the usual manner by hand, the brakewheel and shaft to being attached by a rod to one end of the cross bar For by any other convenient mode.

Having thus fully described my machinery and'the manner of using it,what I claim as new therein, and desire to secure by Letters Patent isthe following, viz:

The arrangement of the sliding blocks D D and N N at the ends of the carplatform for engaging and operating simultaneously a set of throughbumper and traction rods for applying the brakes, the said slidingblocks being under the control of the engineer, and capable of actingupon both sets of rods, or either separately as may be desired;

MAHLON S. FROST.

WVitnesses:

JOHN H. OULLEIN, D. BETH NE DUFFIELD.

